peters



A. E. PETERS. EMERGENCY STOP EORSTEAM ENGINES.

APPLICATION FILED MAR. 29. I917- Patented Dec. 9, 1919.

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I INVEIVTUR fla MW ATT R/VEY A. E. PETERS.

- mumm STOP FOR smm memes.

APPUCATION FILED MAR. 29 I917- I v Patented Dec. 9,1919.

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[NI/ENTOR B) M 4% MED/{HEY i 'nnirnn srA'rEs PATENT E ARTHUR E. PETERS,OF EASTON, PENNSYLVANIA, ASSIGNOR TO INGERSOLL-RAND COMPANY, OF JERSEYCITY, NEW JERSEY, A CORPORATION OF NEW JERSEY.

device, a practical embodiment of which is illustrated in section,

EMERGENCY-STOP FOR STEAM-ENGINES.

To all whom it may concern:

Be it known that I, ARTHUR E. PETERS, a citizen-of the United States,residing at Easton, in the county of Northampton and State ofPennsylvania, have invented a (3811121111 new and useful Improvement inEmergency.-

Stops for Steam-Engines, of which the following is a specification.

This inventionrelates to an emergency stop for steam engines, and moreparticularly to a device of this kind for use with steam engines of thepuppet valve type.

The object of the present invention is to provide asimple and effectiveemergency stop, particularly adapted for use with steam engine valves ofthe puppet type whereby the steam admission will be automatically cutoffand the engine brought to rest whenv the engine speed attains apredetermined maxlmum due to the failure to.

operate of the main governing means by which such engines are ordinarilycontrolled, thus contributing to the safety and efficiency of theengine.

The, above object is accomplished by the represented in the accompanyingdrawings, in which:

Figure 1 is a view of the steam cylinder, inlet valve and emergency stopmechanism in end elevation, certain of the parts being 1 Fig. 2, a topplan view of the steam cylinder, the governor lay shaft and theemergency stop lay shaft,

Fig. 3, a cross sectional elevation of a modified form of my invention,7

Fig. 4, a sectional view of the tripping means used in connection withmy emergency stop mechanism with the plimger in extended position, and

Fig. 5, a similar view of the tripping means with the plunger inretracted position. a

In the drawings is shown a. steam cylinder 1 provided with inlet valves2 and exhaust,

valves, not shown. Mountedparallel tothe cylinder 1 on brackets or arms3, 3, projecting therefrom, is a governor lay shaft 4, driven in anydesired manner, as, for instance, by gearing or link belt from theengine shaft. On this lay shaft 4 aremounted inlet valve operatingeccentrics 5, and exhaust valve operating eccentrics 6, the constructionand operation OfWlHCll form no Specification of Letters latent.

Patented Dec. 9, 1919.

Application filed. March 29, 1917. Serial No; 158,279.

shown) also connecting the exhaust valve operating eccentrics 6 with theexhaust valve bonnets. The inlet valve operating rods 7,

at one extremity are each secured to one end of a cam 8, the other endof which engages one arm of a bell. crank lever 9 to raise the valveplunger 10 to admit operating fluid to the engine cylinder 1. These cams8 rock 011 pins 11, mounted in the projecting lugs 12 of the valvebonnet. The pins 11 which rotate in bearings providedfor them in thelugs 12 of the valve bonnets have in their central section an eccentricportion 12 It is about this section of the pins 11 that the cam 8oscillates when the engine is running under normal conditions. It willbe seen that a rotative movement of the pin 11 will, by virtue of theeccentric portion 12 throw the cam away from bell crank 9. The cams 8may, if desired, be constructed in the form shown in Fig. 3, thuseliminating the bell cranks 9. To one of the projecting ends of eachvalve pin 11 there is made fast one end of a short crank arm 13,theopposite ends of these crank arms 13 being pivoted to conintermediateshaft 16 there is collared a bell crank lever 17, one arm of this leverforming a cam 18 pro ecting 1n the direction of the 60081113110 shaft4:, the purpose of which will be hereinafter set forth. To the otherarmof this bell crank lever 17, a weight 19 is suslocked againstfalling.

J ournaled on the eccentric or lay shaft 4:, and arranged to rotatetherewith, is a cylindrical collar '20 having a hollow projectingportion 21. In this projecting portion 21 is fitted a plunger 22 havinga body portion, a central tapered portion and a proj ecting pin portion.The body portion of the plunger 22 is normally retained close to thelay; shaft 1 in the following manner. The projecting portion 21 of thecollar 20 is provided with a series of holes 23 into which pended in amanner so that it is normally 7 fit balls 24:, these balls extendingslightly beyond the wall of the projecting portion 21 and so located asto rest against the tapered plunger portion to normally retain theplunger in retracted position against the eccentric or lay shaft i.Disposed circumferentially of the projecting portion 21 of the collar isa cylindrical weight 25 which rests with a tapered fit against thecollar 20 when in closed position, and serves to retain the balls 2% intheir normal position and hence the plunger :2 in its normal position,as above described. The weight 25 is provided with an axial recessedportion 26 in its outer end which forms'a seat for a coiled spring 27,the other end of which bears upon a washer 2S resting z-igainst theflanged portion of an adjusting nut 30 threaded in the interior of theprojecting collar portion 21. This nut 30 has an axial passage throughwhich the pin portion of the plunger projects, the inner end of thispassage being recessed to provide a seat for the tapered portion of theplunger when it assumes its open or operative position. The collarportion 21 is secured to the lay shaft 16 by means of a set screw 31 andkey The operation of the steam engin is ordinarily cont-rolled by anyform of governing mechanism,which forms no part of the presentinvention, so that the engine will at no time attain a speed sniiicientto cause the operation of the present emergency stop mechanism to occurwhile thus controlled. When, however, the governor breaks down, or forany other reason loses control of the engine, the engine will speed upto a prede termined extra maximum, rendering the emergency stopmechanism operative in the following manner. The spring 27, beforementioned, is calibrated to withstand the centrifugal force exerted uponit by the 7 weight 25 during the normal rotation of the governor layshaft l, and up to the predetermined extra maximum speed referred to,and is adjustable to various speeds by an increase or decrease in itstension, through manipulation of the adjusting nut 30. When thispredetermined extra maximum speed is exceeded the tension of the springis overcome by the centrifugal force exerted by the weight25, whichthereupon compresses the spring and moves outwardly. lVhen this actiontakes place the plunger 22 is released and flies out, the balls 2%moving into the passage formed between the tapered opposing faces of theweight 25 and collar 20 and being retained therein. Upon flying out theplunger 22 will in its rotation engage the cam 18 on the bell cranklever 17, hereinbefore referred to, rotating this bell cranksufficiently to throw the point of suspension of the weight 19 offcenter, thus tripping the weight and causing it to fall. The falling ofthe weight 19 will further rotate the bell crank 17 to impart a rotativemovement to the intermediate lay shaft 16 and hence a downward movementto the connecting rods 14, through the crank arms 15, which will, inturn, through the agency of the cranks 18, cause the eccentric pins 11to rotate in the'lugs 12 in a direction to force the cams .8 away fromthe bell cranks 9 and thus with drawing them therefromsufliciently'so'that the cams 8 donot come in contact with the bellcranks 9. The weight 19 in its lower po sition serves to maintain thevalve operating parts out of operation, as any motion trans mitted tothe cams 8 by the operating rods 7 will cause them to merely rock idlywithout engaging the valve operating bell cranks 9. Thus, upon thefailure of th inlet valves 2 to operate to supply motive fluid to thecylinder l, the engine will speedily come to rest. The plunger 22 isthen caused tore sume its normal position'by being manually pressedinwardly against the lay shaft and the lifting of the weight 19 willbring the valve operating parts again into-operative position forre-starting of the engine.

It is to be understood that various changes might be resorted to in theconstruction,

form, and arrangement of the various parts of this invention, and thatwhile the present showing and description discloses only certainspecific embodiments thereof, other forms and modifications are includedwithin th spirit and scope thereof, as expressed in the appended claims.

lVhat I claim is:

1. In an emergency stop for steam engines, a lay shaft, an cccentricallymounted valve ope 'ating cam, means associated therewith for actuatingsaid cam, a rod arranged to vary the position of said cam andcentrifugal means on the lay shaft arranged to engage means to actuatethe said rod to render the valve operating means inoperative when theengine speed attains a predetermined lllflXlHlllHl.

2. In an emergency stop for steam engines, a lay shaft, valve operatingmeans associated with the lay shaft, a plunger mounted on said lay shaftnormallyretained in inoperative position and means for releas- 4:. In anemergency stop for steam engines, a lay shaft, an eccentrically mountedvalve operating cam, mechanism associated witi said lay shaft foractuating said cam,

leasing said plunger to engage said project-- ng cam to vary theposltion of theeccentrlc center of said valve operatlng cam, renderingthe same inoperative, when the engine speed attains a predeterminedmaximum.

5. In an emergency stop for steam engines, a lay shaft, an.eccentrically mounted valve operating cam, mechanism associated withthe lay shaftforactuating said cam an intermediate shaft mountedparallel to the cylinder and lay shaft, a rod connecting saidntermediate shaft and valve operating'cam,

a bell crank portion on one end ofsaid intermediate shaft one arm ofwhich forms a projecting cam and the other a support for tripping means,a plunger journaled on the lay shaft and centrifugal means for releasing said plunger to engage the projecting cam and rotate theintermediate shaft thereby actuating the tripping means and causing saidrod to alter the position of the valve operating cam torender the sameinoperative when the engine speed attains a predetermined maximum.

6. In a tripping means for. operating a safety stop mechanism forengines, a rotating' arm carrying a spring pressed centrifugal memberand a plunger, said plunger being released when the spring pressedcentrifugal member moves outwardly.

7. In a tripping means for operating a safety stop mechanism forengines, a rotating arm, a centrifugal member movable on said arm, aspring retaining said centrifugal member in retracted position and aplunger movable outwardly to engage a cam move ment of said camoperating means to render inoperative the admission valve mechanism whenthe speed of the engine exceeds a maximum.

8. In a tripping means for operating a safety stop mechanism forengines, a rotating arm, a centrifugal member movable on said arm, aspring retaining said centrifugal member in retracted position, aplurality of balls normally holding a plunger in retracted position insaid arm, said plunger being released when the centrifugal member movesoutwardly.

9. In a tripping means for operating a safety stop mechanism forengines, a rotating arm, a centrifugal member movable on said arm, aspring retaining said centrifugal member in retracted position, aplurality of balls engaging said centrifugal member and normally holdinga plunger in retracted position in said arm, said plunger adapted tomove outwardly to engage means to render inoperative the admission valvemechanism when the speed of the engine exceeds a maximum.

In testimony whereof I have hereunto set ARTHUR E. PETERS.

7 my hand

